Safety apparatus for railway-crossings



(No Model.)

G. GIBBS. SAFETY APPARATUS FOR RAILWAY GROSSING S.

3 Sheets -Sheet I.

I Patented Oct.2'7,1896.

.(No Model.) I =3 sheets- -sheet 2.

A G. GIBBS. SAFETY APPARATUS FOR RAILWAY GROSSINGS.

No. 570,089. Patented Oct. 27, 1896.

(N0 Mdde-l'.) 3 Sheets-Sheet 3.

G. GIBBS; SAFETY APPARATUS FOR RAILWAY onossmes.

No. 570,089. PatentedO-ot. 27, 18.96.- I

NITED STATES PATENT rrrcn.

GEORGE GIBBS, F MILWAUKEE, W'ISCONSIN.

SAFETY APPARATUS FOR RAILWAY-CROSSINGS.

SPECIFICATION forming part of Letters Iatent No. 570,089, dated October 27, 1896. Application filed December 6, 1895. Serial No. 571,212. (No model.)

To all whom it may conccrn' Be it known that I, GEORGE Games, of Milwaukee, in the county of Milwaukee and State of Visconsin, have invented certain newand useful Improvements in Safety Apparatus for Railway-Crossings; and I do hereby declare that the following is a full, clear, and exact description of the invention, which will enable others skilled in the art to which it pertains to make and use the same, reference being had to the accompanying drawings, and to the letters of reference marked thereon, which form a part of this specification.

My invention relates particularly to that class of safety appliances for electric-railway crossings shown and described in an application for United States Letters Patent filed by me December 13, 1893, Serial No. 493,609. Its main object is to take the safety devices of the electric line out of the control of the signalman or operator after he has set them to safety or placed them in condition to allow an approaching car or train to pass until such car or train has cleared the crossing, and thus prevent him from setting up an opposing combination and permitting a train on another road to pass over the crossing.

It consists in certain novel features in the construction and arrangement of the apparatus, as hereinafter particularly described, and pointed out in the claims.

In the accompanying drawings like letters designate the same or similar parts in all the figures.

Figure 1 is a diagram of a double-track-railway crossing and of my improved safety apparatus applied thereto. Fig. 2 is a diagram of a modification of the apparatus adapted to single-track railway; and Fig. 3 is a sectional view of a tower and the road-bed of an associated electric railway, showing in elevation the mechanical operating connections between levers of the interlocking machine and the scotch-block, signal, and electric switches employed in connection with the electric railway.

1n the practical use of interlocking switches and signals at grade crossings, while but one combination can be set up at a time, giving a clear line to but one of the intersecting roads, an element of danger has been found to exist where the power to reverse the signals at any time is left with the signalman, who, for instance, after giving a clear line to a train approaching on one road may become confused by the approach of another train on an intersecting road and suddenly reverse the combination, depriving the first train, which may be approaching at a rapid rate of speed, of the right of way, too late, perhaps, for it to stop before it reaches the derailing switch or crossing. and possibly seriously damaged, or a collision may occur, entailing even greater injury and loss. To provide against such contingencies, electric locking and releasing devices have been applied to interlocking systems for steam-railways, so as to deprive the signal- The latter train is thus derailed man of the control of the signals and switches after he has once placed them to allow a train on one road to pass until it has cleared the crossing. Such devices comprise a latch or dog arranged to automatically lock the signal and switch operating levers in a given position, a magnet for disengaging said latch or dog, and a track-circuit including the windings of said magnet and arranged to be closed by a passing car or train after it has cleared the crossing. While these devices are in common use in connection with steam-railway crossings, they are not applicable, without essential change, to crossings of electric or of steam and electric railways, because the track-rails of electric railways are utilized as a part of the electric circuit for the return current from motors to generator.

The modifications necessary to render this class of apparatus applicable to an interlocking system for grade crossings of railways, one of which at least is an electric line, constitute the subject-matter of my invention. The importance of such a safeguard will be apparent when it is understood that an electric car ordinarily moves over a crossing much slower than steam-cars, thus giving a careless signalman more time and opportunity to set up an opposing combination after the electric car has passed the home signal and before it has run the four hundred feet or more to a position of safety beyond the crossing. Furthermore, an electric car is liable to he suddenly deprived of power while it is a critical situation upon or near the crossing by the stopping of the dynamo,

the breaking of the circuit, the jumping 01 the trolley, &c.

Referring to Fig. 1, A A designate the tracks of an electric railway, and B B designate the tracks of a steam or other intersecting railway, the cars on each of the several tracks running in the directions indicated by arrows. The tracks B B are provided on the approaching sides of the crossing with the usual derailing-switches I) Z), which have operating connections (not shown) of the ordinary or any suitable kind with levers of an interlocking machine 0 in a suitably located tower D.

b and Z2 designate signals of any suitable kind for indicating to approaching trains that said switches are closed and the tracks clear, or that the switches are open and the tracks blocked orimpassable. These signals are also connected with levers of the interlocking machine C in the usual way.

E E designate the trolley wires or conductors of the electric line. At the approaches to the crossing they are provided with insulated sections 6 c, which are connected, by branch wires orconductors ff, provided with switches f f, and abraneh f with a feedwire F, from which the trolley-wires or cond uctors are supplied with current, or, when a separate feeder is not employed, with the trolley-wire or conductor at any convenient point where it is in constant communication with the source of current supply. The switches f, controlling the supply of current to the insulated sections 6, are connected with and operated by lovers of the interlocking machine C.

Each track. of the electric line is provided at suitable distances from the crossing on the approaching side with a scotch-block a and a home signal a having operating connections with levers of the interlocking machine C, the scotch-block being preferably connected, as shown in Fig. 3, with and operated by the same lever c which operates the switch f, controlling the supply of current to the associated insulated section c of the trolleywire. The safety devices associated with both roads, as above specified, are connected with and controlled by the interlocking machine in the usual way, so that when a clear line is given to a car or train on either road the intersecting road will be blocked.

The construction and arrangement of the apparatus hereinbefore described are essentially like that shown, described, and claimed in my former application above mentioned, and I make no claim thereto per se herein.

On the opposite sides of the crossings from the insulated sections a c I provide the trolley wires or conductors with insulated sections e c for releasing the signal and switch operating levers after the car or train for which they have been set to safety has cleared the crossing. For the purpose of illustration I have shown and will describe the locking and releasing devices embodying my improvements in connection with one track only of the electric line. It-will be understood, however, that duplicates of such de vices are to be provided for the other track, or both tracks of each double electric line. Each insulated section e is supplied with eurrent through the branch wire G, including the windings of a magnet II in the tower D, with the feed-wire F, or, in case a separate feed-wire is not employed, with one of the trolley-wires at any convenient point therein where it is in constant communication with the source of current.

I designates an automatic lock applied to the interlocking machine 0, as shown in Fig. 3, so as to control the lever c, which operates the scotch-block a and the switch f of track A. This lock may be of the same kind that is usually employed for such purposes, comprising a latch or dog, a magnet for disengaging and holding said latch out of operative position, and an inclosing casing. The windings of the lock-magnet are in a local circuit J, provided with a battery K, and including the windings of a magnet L and an armaturelever or contact-arm Z, which is controlled by said magnet L and closes said circuit when the magnet is energized and breaks it when the magnet is deenergized. A branch circuit j taps the local circuit J on opposite sides of the battery K and magnet L, thus affording a path for the battery-current through the winding of said magnet and the look I around or independent of the armature-lever 1. It includes the armature-lever or contact-arm h of the magnet II, which,when energized, closes said branch by attracting said lever 7L, and when denergized breaks it by releasing said lever.

M is a switch which may be designated the locking-switch, connected, as shown in Fig. 3, with the lever c of the interlocking machine O,which controls and operates the home signal a of the track A. The local circuit J is also provided with a manually-operated switch N, by which the lock 1 and battery K may be short-circuited through a branch j and the lock disengaged or unlocked independently of the magnet II. In Fig. 3 I have not shown the complete train of connections between the levers of the interlocking machine O and the scotch-block a and signal a located with reference to each other, as indicated in Fig. 1; but it will be obvious that such connections will consist of bell-crank levers and connecting-rods arranged according to the requirements of each particular case.

My improved apparatus operates as follows Supposing, for instance, an electric car to be approaching the crossing on track A, the signalinan in tower B first pulls the lever c, lowering the scotch-block a and closing the switch f in the branch wire f, which supplies current to the insulated section e of said track. He then pulls the other interlocked lever c, lowering the home signal a and opening the locking-switch M, which breaks the circuit J, deenergizes the magnet, and releases the latch or dog of look I, allowing it to engage the lever c, controlling said scotch-block a and switch f, which are thus held in abnormal or clear position until the lock is disengaged, as hereinafter explained. The car is now free to pass over the crossing without hindrance, and the signalman is deprived of power to obstruct its passage by reversing said levers. It is to be-observed, however, that the levers (not shown) of the interlockin g machine for controlling and operating the derails b b and signals 1) b of the steamlines B B must be in normal position and said derails opened and said signals at danger before the levers c and 0 can be pulled to clear or abnormal position, as above explained. Thus the tracks B Bof the steam-line will be blocked before either electric line A or A can be cleared, and must remain blocked as long as either track A or A of the electric line is clear. After the car has passed the home signal a the signalman immediately returns said signal to its normal or danger position by means of lever c, and thus closes switch M, restoring the condition of circuit J for disengaging lock I and releasing lever c at the proper time. When the car has passed over and cleared the crossing, its trolley-wheel comes in contact with the insulated releasing-section c, completing the circuit through the wire Gr from the feed-wire F to the track, and energizing magnet II. The branch j of the local circuit J is thus closed by the attraction of the armature-lever or contact-arm h. The current of battery K, passing through this circuit, disengages look I and energizes magnet L, which attracts its armature and closes the local circuit through the armature-lever or contact-arm Z. The disengagement of look I releases the lever 0, controlling the scotch-block ct and switch f and enables the signalman to return said lever to its home or normal position, and thereby to set up an opposing combination, blocking the track A and clearing the signals and closing the switches of the intersecting line. As the trolley passes off from the releasing-section e of the trolley wire or conductor the magnet H is denergized and its armature drops, breaking the branch j of the local circuit, which is kept closed through the armaturelever Z by the magnet L, provided the lever c, with which the switch M is connected, has been returned to normal position and said switch closed before the trolley has cleared the insulated section B. In case the signalman neglects to restore the lever c of the interlocking machine to normal position, so as to close the switch M, before the trolley of the passing car clears the insulated section 6, the levers of the machine 0 will remain locked and the tracks B Bof the intersecting line blocked. Under such conditions, or in case the connections hereinbefore described fail for any reason to di'sengagethe lockI,

heis enabled to effect a release by turning the switch N, so as to close the circuit through the branch j; but this switch is for use only in case of emergency and is inclosed in a smash-box or other suitable casing and located in a posit-ion to prevent immediate and convenient access thereto.

The interlocking machine 0, according to its ordinary function, compels the signalman topull the levers for operating the safety devices of the intersecting lines in a certain order, so that one line cannot be cleared for the passage of a train or car without blocking the other; but this does not prevent the signalman from immediately changing from one position to another; that is, after giving permission to a train or car to pass. over one line, he can immediately Withdraw such permission and clear the other line. The locking device I, when released or rendered operative by the clearing of the signal a on either track of the electric line, not only automatically locks the lever a when it is pulled forward into clear position, so as to close the switch M and lower the scotch-block a, but also, through the medium of the interlocking'machine 0, looks the lever or levers connected with the derailing-switches b and signals 12 and b of both tracks B B of the intersecting steam-line in normal or d anger position until a car approaching on the track of the electric line, which has been cleared for it, has passed the crossing and its trolley has come in contact with the releasing-section e of the trolleyconductor.

It will be observed that between the insulated sections 6 and e of the trolley wires or conductors sections 6 6 connected with the main feed-wire F and constantly supplied with current, extend completely over the intersecting tracks of the crossing, so as to supply current to cars upon the crossing and enable them to pass over and beyond it out of danger.

Referring to Fig. 2, illustrating a modification of the electrical releasing connections for a single-track railway, the trolley-conductor E, which supplies current'to cars running in both directions upon the single track A, has on each side of the crossing an insulated section e, connected by branches which are provided with interlocked switches, with the source of current supply, as hereinbefore explained, for depriving a car approaching the crossing in either direction of current, when a clear line is given to a car or train passing on the intersecting road. In this case a single insulated releasing-section e is provided between the sections 6 e and extends'over the crossing It is connected with the source of current supply by a wire G through the winding of the relay-magnet II, which controls the local or lock-operating circuit J. The insulated section e 'thus serves not only to release the interlocked switch and signal levers, but also to supply current to 'a car on the crossing. It will be observed that the branchj taps the circuit J in this case between the look I and battery K, so as to short-circuit the lockmagnet, while the magnet II is energized and said branch is closed. Thus the lock will not be disengaged and levcrc released until the car has passed over the crossing or its trolley has ceased to take current from section e. \Vhen this occurs, magnet II will be denergized, branch j broken, and the full battery-current compelled to pass through the lock magnet, thereby disengaging its latch or dog and releasing lever c. In other respects the apparatus is like that hereinbefore described in connection with Fig. 1.

I claim-- 1. In safety apparatus for railwaycrossings, the combination with an electric line, of a manually-operated safety device for controlling the passage of cars thereon, a locking device for holding said safety device in a given position,,a magnet controlling said locking device, an insulated section of trolley-conductor, and a conductor connecting said section through the winding of said magnet with the source of current supply, substantially as and for the purposes set forth.

2. In safety apparatus for railway-crossings, the combination with an electric line, of a manually-operated safety device for controlling the passage of cars thereon, a local circuit including a locking device for holding said safei y device in a given position, a magnet controlling said local circuit, an insulated section of trolley conductor electrically connected through the Winding of said magnet with the source of current supply, substantially as and for the purposes set forth.

In safety apparatus for railway-crossings, the combination with an electric line, of a manually-operatcd safety device for controlling the passage of cars thereon, an automatic locking device for holding said safety device in a given position, a local circuit adapted to disengage said locking device and including the winding of a magnet and a contact-arm operated thereby, a relay in a branch tapping said local circuit on opposite sides of said magnet, an insulated section of trolleyconduetor connected through the winding of the relay'magnet with the source of current supply, and means of breaking and closing said local circuit having operating connections with a safety device of the electric line, substantially as and for the purposes set forth.

at. In safety apparatus for railway-crossin gs,the combination with interlocking safety devices for the intersecting lines, of a trolleyconductor having an insulated releasing-section, an automatic locking device for holding said safety devices in a given position, a local circuit for operating said locking device, a re lay controlling said circuit, a switch connected with one of said interlocking safety devices for opening and closing said local circuit independently of the relay, and a branch constantly connecting the insulated section of trolley-conductor through the Windin g of the relay-magnet with the source of current sup ply, substantially as and for the purposes set forth.

5. In safety apparatus for railway-crossings,the combination Wi th interlocking safety devices for the intersecting lines, of a trolleyconductor having an insulated section, an automatic lockin g device for holding said safety devices in a given position, a local circuit for operating said locking device, a relay controlling said circuit, a branch conductor connecting said insulated section through the wind in g of the relay-1n agnet with the source of current supply, a switch connected with one of said interlocking safety devices for opening and closing said local circuit independently ofsaid relay, and a manually-operated emergency-switch in said local circuit for short-circuiting said locking device and the source of current, substantially as and for the purposes set forth.

6. In safety apparatus for railway-crossings,the combination with interlocking safety devices for the intersecting lines, of a trolley cond uctor havin g an insulated section, an automatic lockin g device for holding said safety devices in a given position, a local circuit for operating said locking device, including the winding of a magnet and an armature-lever or contact-arm operated thereby, a relay in a branch tapping said local circuit on opposite sides of said magnet, a branch conductor connecting said insulated section through the Winding of the relay-magnet with the source of current supply, a switch connected with one of the interlocking safety devices for breaking and closing said local circuit, and an emergency-switch in said local circuit adapted to short-circuit said locking device and the source of current, and to cut out said magnets, substantially as and for the purposes set forth.

7. In safety apparatus for railway-crossings, the combination of an interlocking ma chine, safety devices for the intersecting lines connected with levers of the interlocking machine and comprising an insulated section in the trolley-conductor of an electric line 011 the approaching side of the crossing, connected through a branch conductor with the source of current supply,,a switch in said branch conductor, and a derailing device on the electric line connected with a lever of the interlocking machine, a signal on the electric line connected with another lever of the in terlocking machine, an insulated releasingsection in the trolley-conductor in advance of the first-mentioned insulated section, an automatic locking device for holding said switch and derail lever in clear position, a local circuit for operating said locking device, a relay controlling said local circuit, a branch conductor connecting the releasing-section of the trolley-conductor through the winding of therelay-magnet with the source of current supply, and a switch for opening and closing said relay-circuit independently of said relay connected with and operated by the lever of the interlocking machine which controls the signal on the electric line, substantially as and for the purposes set forth.

8. In safety apparatus for railway-crossings, the combination of an interlocking machine, safety devices for the intersecting lines connected with levers of the interlocking machine and comprising an insulated section in the trolley-conductor of an electric line on the approaching side of the crossing, connected through a branch conductor with the source of current supply, a switch in said branch conductor, and a derailing device on the electric line connected with a lever of the interlocking machine, a signal on the electric line connected with another lever of the interlocking machine, an insulated releasing section in the trolley-conductor in advance of the first-mentioned insulated section, an automatic locking device for holding said switch and derail lever in clear position, a local circuit for operating said locking device, including the winding of a magnet, and a contact-arm actuated thereby, a relay in a branch of said local circuit, a branch conductor connecting the releasing-section of the trolleyconductor through the winding of the relaymagnet with the source of current supply, and a switch for opening and closing said relay-circuit independently of said relay connected with and operated by the lever of the interlocking machine which controls the signal on the electric line, substantially as and for the purposes set forth.

In testimony that I claim the foregoing as my own I affix my signature in presence of two witnesses.

GEORGE GIBBS. Witnesses:

ERNEST SHULT, CHAS. L. Goss. 

